Fluid-pressure brake.



PATBNTED MAR. 19, 1907. H. H. WESTINGHOUSE.

FLUID EREssuRE BRAKE.

APPLICATION FILED APR. 1. 1903.

. UNITED sTATEs PATENT OFFICE.

HENRY H. WESTINGHOUSE, OFUPITTSBURG, PENNsYLvAN1A,fAss1eNoR- To THE WESTINGHOUSE AIR BRAKE COMPANY, or PITTSBURG, PENNSYL- VA LA, A CORPORATION 'OF PENNSYLVANIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

' ApplloationflledApril 1,1903. Serial No. 150,591.

' To all whom it may concern: Be it known that I, HEN Y H. WESTING- HOUSE,.8. citizen of the United States, residing in Pittsburg, county of Allegheny, and State of Pennsylvania, have invented a certain new and useful Improvement in'Fluid- Pressure Brakes, of which improvementthe following is a specification.

. This invention relates to automatic fluidpressurebrakesyand has for its principal ob- Ject to provide means for maintaining the train-pipe pressure substantially constant at whatever point it may be intentionally re-.. duced at-the engineers brake-valve for applying the brakes; i

As is well known, in the-o eration of an automatic fluid-pressure bra e apparatus,

such as the Westinghouse, certam reduc t1ons 1n train-pipe pressure are made at the 20 brakes wlth corresponding pressures, the.

engineer's brake-valve for applying the I force of the application in ordinary service,

.' duction ma depending upon the extent or amount of .re--

from the normal train-pipe pressure. p

It sometimes happens that after-acertain reduction has been made for securing the application of-the brakes ata certain pressure the force 'of the application will gradually increase, while the engineers brakevalve still remains on lap, owing to leaks in the trainpipe, which cause a further reduction in the train-pipe pressure and a corresponding opening of the graduating-valves of the triple valves, thus increasing the brake-cyl= in er pressure above what was intended. v My invention comprises means whereby any such leaks may be supplied and the' with the usual pipe connections and equalizing-reservoir' in. elevation and having embodied therewith one form of my invention,

a portion of which is shown in section.v Fig.

2 1s 'a similar view showing the upperportion of the engineers brake-valve in vert1cal'section taken on the line a: ai of Fig. 6 and'the lower portion in central vertical sectlon.

' Figs. 3, 4,5, 6, and 7 are diagrammatic views howing the relative positio .of'the portsin Patented March 19, 1907.

handle, the ports in the valve-seat being shown in light lines, while the ports in the face ofthe rotary valve are indicated in heavy lines. 7 I

The englneers brake-valve, as shown 1n the drawing, is connected to thepipes 3 and 4 leading to the main reservoir and to the train-p1 e, respectively, and is rovided with the r otary valve and in its seat for the differ- -ent operative positions of the brake-valve the fee valve device 2 and t e operatinghandle 5. The passage 26 leads from the mainreservoir pipe 3 to the space above the rotary =valve 16, which operates upon the valve-seat 19, in which the following ports arelocated: train-pipe port 27, leading to the train-pipe 4; exhaust-port 28, leading to the atmosphere; preliminary-discharge port 29, leading to the equalizing-chamber 22, which is in 0 en communication through pipe 6 with tlib equalizing-reservoir 7; equalizingport 20, also leading to the equaliz ing-chamimprovevided containing a diaphragm 12, t us form- 1 ing two chambers 31 and 32, the latter being connected by a pipe 10 with the train-pipe 4 and by a pipe 11 with the main reservoirpipe 3, while the former chamber 31 above" the diaphragm is connected b a pi e 9 with an additional ort 21 locate in't e 'rotary valve-seat 19 c ose .to the regular equalizing- .port 20, and-an additional cavity 18 is provided in theface of the-rotary valve 16 in such a location as to connect the two ports 20- and 21 when the brake-valve is in eitherthe service position, as shown in Fig. .4, or in osition, as shown inF-i'g; 7, and to close. said port 21 when 1n lap";po'si-.

emergency tion, as shown in Fig. 5; The orts 20 311; 21 are also in communication wi heach' othe through the ordina large cavity 17 of the Joe I rotaryvalve when t e brake-valve handle is in running--position, as shown in Fig.- 3, or

' in' release position, as shown in Fig. 6. A regulating-valve 15 is located between the pipe 11 and the lower diaphra m-chamber 32,

v and thediaphragmis provide with a stem 13,

adapted to force .the valve open against the pressure of a light spring 15 when the dia--.

phragm or movable abutment is depressed below midposition by a preponderance of [0 pressure in the regulating-chamber. above that of the train-pipe.

When the brakes are applied in the usual way by moving the brake-valve handle to] service-stop position, Fig. 4, a certain 15 amount of fluid under pressure is vented. from the equalizing-reservoir to' the atmos','-

.phere, thereby reducing the pressure in said reservoir to the point that it'is desired to reduce the train-pipe pressure. 'In this po- 26 sition the regulating-chamber 31 is communicationwith the equalizing-reservoir through ports 20, 21, and '18, so that the pressure in the regulating-chamber above the diaphragm 12 is reduced to the same point as 2 5 that in the e ualizing-reservoir. Then when the brake-veil Fig. 5, for closing the preliminary ischarge from the equalizing-reservoir the port 21 is ve is moved to lap osition,'

also closed and this pressure is sealed within- 0 the regulating-chamber above the dia-' valves of the brake system to operate in the l o'usual way'to perm t a certain amount of fluid under pressure from the auxiliaryreservdirs to be charged into the brake-cylinders, thus applying, the brakes with the desired force, al of which comprises the ordinary and well-known o eration of the standard automatic air-bra e apparatus in service applications.

Heretofore it has often happened that while the brakes are thus held-applied with the engineers brake-valve in lap position, a further leakage of air from the train-pipe has caused a sufficient movement of the triple j valve pistons to again open the graduatinghus increase-the brake-cylinder a" point greater than desired.

are I, nqeias soon as the "train-pipe H is'.i!i-- the chamber 32 beneath the diaphragm '12, diminishes below 6Q'i3h8.t in the regulating-chamber above the f diaphragm the said diaphragm will be forced downward and open the regulatingvalve-14', .whereupon'fluid under pressure rove nent, however, this action from the main reservoir and pipe 11 will feed 5 through the valve and pipe 10 to thetrainipe, thus compensating for all train-pipe eakage. As soon as the train-pipe pressure rises to a degree equal .to that in the regulating-chamber 31 the, diaphragm again moves upward to mid-position and allows the regulating-valve '14 to close, thus' maintaining the-tr'ain-pipe pressure constant. The pressure thus sealed in the regulating-chamber will not be affectedby any leakage which may occur from the equalizing-reservoir around the equalizing-piston-ZB to the trainpipe while the engineers brake-valve remains in lap position. I. a

-. Having now described my invention, what ,I: claim as new, and desire to secure by Letters Patent, is t 1. In a fluid-pressure brake, the combination with anengineers brake-valve having 'an equalizing-reservoir, train-pipe and mainreservoir pipe. connection, and a train-pipe discharge-valve operated by tho opposim prcssures of the equalizing-reservoir am train-pipe,'of a regulating-chambcr, a regul'ating-valve operatedby the opposing pressures of the train p pe and said regulatingchamber for. controlling the supply of fluid to the train-pipe, and means controlled by the brakevalve'f or o ening commun'caton from the regulating-c amber to tho equalizingfreservoir in running position and in SCIVlCO position, and for closing such communication in lap position.

2'. In afluid-pressure brake, the combination with a main reservoir, cnginecrs brakevalve, train-pi e, equalizing-rcscrvoir, and train-pipe discharge-valve operated by the opposing pressures of the equalizing-reservoir and train-pipe, of a regulating-chamber, and a valve controlled by the prcssure of the regulating-chamber for supplying fluid to the tra n-pipe, said brake-valve having ports for releasing fluid from the equalizing-reservoir and for openin communication from the regulating-chamber to the equalizing-reservoir-in service positlon and in running position, and for closing such communication in main-reservoir connections, of a regulating.

chamber,-means governed by the pressure in the regul'atin -chamber for controlling the supply, of fluid to the train-pipewhen the brak'esare applied,and means controlled by the brake-valvefor opening communication between, th e f equalizing-reservoir and the regulating-chamber in running position and in service position, and for closing such communication in lap position.

4. Ina fluid-pressure brake, the combine tion withanengineer's brake-valve having main-reservoir and train-pipe connections, and an equalizing-reservoir for controlling thetrain-pipe discharge in service applica- In a fluid-pressure brake, the combina-i tions, of a regulatingchamber, and a valve device governed by the pressurein'said chamberfor controlling the supply of fluid to the train-pipe, said brake-valve having means for opening communication between the equal izing-reservoir and the regulating-chamber 11? running and service 7 positions.'

5. In a fluid-pressure brake, the combina tion with an engineers brake-valve havin an equalizing-reservoir and train-pipe and main-reservoir connections, of a regulating- .valve for controlling communication from the main reservoir to the train-p1 e, a movable abutment exposed on one side to trainpipe ressure and on the other side to pressure fi om a regulating-chamber 'foroperating said valve, and a valve operated by the movement of the engineers brake-valve handle for opening communication between the equalizing-reservoir and the regu'latin chamber when the brake-valve handle 1s moved to service-stop position and running position, and for closing such communicatlon when in f lap position.

' 6. In a fluid-pressure'brake, the combination with an engineers brake-valve havin an equalizing-reservoir and train-pipe and main-reservoir connections, of a regulatingvalve for controlling communication from the main reservoir to the train-pi e, a movable abutment exposed on one si e to trainpipe ipressure and on the other side to pressure om a regulating-chamber for operating said valve, ports located in the seat of the engineers brake-valve andconnected to the equalizing-reservoir and regulating-chamber respectively and a cavity located in the movable part of the brake-valve for connecting said ports when the brake-valve is placed in service-sto position and disconnecting said ports w en placed in lap osition.

In testimony whereof I--have ereunto 'set my hand.

HENRY H. WESTINGHOUSE. Witnesses: I

R. F. EMERY, E. A. WEIGHT; 

